Locomotive-engine



(No Model.) 4Sheets-SheepL A. P. DODGE. LOGOMOTIVE ENGINE.

No. 585,624.. Pptented June 29, 1897.

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(No Model.) 4 Sheets-Sheet 2.

A. P. DODGE.

LOGOMOTIVE ENGINE.

No. 585,624. Patented June 29, 1897. l

4 Sheets-Sheet 3,

(No Model.)

A. P. DODGE.

LOOOMOTIVE ENGINE.

Patented June 29,1897.

(No Model.) 4 SheetsSheet A. P. DODGE.

LOGOMOTIVE ENGINE.

No.585,624. Patented June 29,1897.

UNITED STATES PATENT OFFICE.-

ARTHUR PILLSBURY DODGE, OF CHICAGO, ILLINOIS.

LOCOMOTlVE-ENGINE.

SPECIFICATION forming part of LettersPatent No. 585,624, dated June 29, 1897.

Application filed March24, 1897- Serial No. 628,933. (No model.)

To all whom it may concern:

Be it known that I, ARTHUR PILLSBURY DODGE, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful lmprovementsin Locomotive-En: gi-nes, of which the following is a specification, reference being had therein to the ac- -companying drawings.

My invention relates to that class of motors especially designed for street-cars disclosed in my application for United States Patent, Se-

rial No. 602,806, dated August 14, 1896; and

denser, which of course is subjected to con' siderable expansion and contraction; to provide means for heating the cars both by the radiation from the smoke-pipe and by steam either in its live state or from the exhaust;

to provide such an arrangement of boiler, steam-dome, and dry-pipe connection betweenithem as will prevent. priming and the passage of water to the cylinders; to utilize the hot gases passing through the smoke-pipe for superheating the steam, and to generally render the motor of a high degree of elliciency and of economical construction.

In the accompanying drawings, Figure 1 is a central vertical section of the car, taken through the near seat, withthe boiler also in section. Fig. 2 is a transverse section of the car of Fig. 1, with some of the parts or pipe connections in end View. Fig. 3 is a sectional plan view of the car of Fig. 1. Fig. 4 shows a modified arrangement of the smokepipe and dry steam-pipe of Fig. 2. Fig. 5 shows a sectional view similar to Fig. 1, showing many of the details, valves, and connections which belong thereto and showing also means for utilizing the exhaust-steam for heating both sides of the cars. .Fig. 6 is a plan View of a portion of the car of Fig. 5, the floor being omitted to show the parts beneath. Figs. 7 and 8 are details of valves.

Fig. 9 shows a modified form of overhead condenser. Fig. 10 is a detail of the steampipe connections.

The boiler A is arranged centrally under the car-floor, extending from one platform to the other with the fire-box A at the rear.

I aim to free the steam on its way from the generating-boiler to the enginecylinders of entrained water, utilizing the hot gases passing to the smoke-stack for that purpose, also to superheat said steam as it nears the entrance to said cylinders.

In a steam-generator of the horizontal and elongated type, such as must be used under the car in this class of motors, the steamspace is limited in height above boiler crownsheet, and the change of level of car on grades may create a tendency to prime or pass perfectly dry potent steam to the cylinders and to economize the supply of Water carried. For this purpose the horizontal tubular boiler A has a forward smoke-box K from which springs the smoke-pipe 1. This smoke-pipe is continued horizontally backward over the top of said boiler to near its rear end and thence vertically at 2 to the carlOOf;

Within the horizontal portion 3 of the smoke-pipe I place a horizontal dry-pipe 4, extending nearly the whole length of the horizontal portion, said dry-pipe being connected to the steam-boiler at both ends and in termediately by flexible copper tubes 5 in order that steam from the boiler can always enter the said dry-pipe at its highest part and that entrained water may drain back from its opposite end. The dry-pipe at its end immediately over the forward smoke-box K is extended vertically to form a small dome C. Within this dome is the feed-pipe b for the cylinders, depending through the smoke-arch K where it branches to the cylinders. By

means of the hot gases surrounding the steam dry-pipe from end to end and in the smokearch the suspended moisture will be changed to superheated steam and greatly increased in efficiency. The ends of the dry-pipe also form convenient points of attachment for gage and other pipes in the vestibules. As 7 shown in Figs. 1 and 2, this smoke-pipe with its inclosed dry steam pipe may extend through the space under the seat at one side, and the smoke-arch and the copper pipe would therefore extend at an inclination, as shown in Fig. 2; but these would be arranged out of the way in the motormans cab 6, as shown in Fig. 3. The other connecting-pipes from the dry-pipe to the boiler may extend to their points of connection in any suitable manner, so as to avoid obstructing the interior of the car.

F shows a transverse condenser placed between the cylinders and extending under the forward part of the boiler. The exhaustpipes A from the cylinders extend to this condenser, and the water of condensation may be returned from this condenser to the boiler by any suitable connection, such as is shown in my above-mentioned application and indicated herein at b and c, Fig. 5. Pipes 8 extend forwardly from this condenser and connect with a pipe 9, extending upwardly within the motormans cab, as shown in Figs. 1 and 3, so that the steam which is not condensed in the chamber F will pass through this upright pipe to the overhead condenser J, which comprises the heads H H and the inner and outer pipes I K, the outer pipes connecting the interior of the heads and forming small steam-spaces about the inner air-pipes K, the latter extending through the heads and communicating with the outer air, so that a large condensation-surface is presented to the steam passing through the narrow space between the inner and outer pipes, the outer pipes being of course exposed to the outer air. The rising pipe 9 connects with the upper part of the head H, and with this head also a pipe 10 is connected to lead the steam into the condenser from the safetyvalve 11, arranged adjacent to the steamdome. This will prevent any show of steam at this point, and the water of condensation may thus be recovered and used over again. To further prevent any appearance of steam, I arrange the cylinder-cocks 12, Fig. 5, so as to discharge into a pipe 13, and from this pipe a connection 14: leads the steam into the transverse condenser F, where condensation takes place or from which the steam passes to the upper condenser to be acted upon thereby. In providing this overhead condenser I have had in mind the necessity of preventing all liability of leakage at the joints due to the unequal expansion and contraction to which the inner and outer pipes are subjected on account of their different length and diameter and of the difference in their location. I have therefore made these tubes curved in the arc of a circle, so that they may have a slight lateral flexion at their central portions to take up any expansion or allow for any contraction of the metal. By curving these tubes I am enabled to readily place one within the other as though they were straight. For the inner tubes I provide an additional Figs. 1 and 2.

safeguard against leaky joints by making corrugations eircumferentially thereof and preferably at or near their ends, so that any lengthening or shortening of the tube due to expansion or contraction may take place withoutaffectin the joint. This corrugatin g of the inner tube may be done at any point or points throughout its length, and it will be noticed that the water of condensation will drip freely from the corrugations and there will be no tendency for the water to collect. The outer tubes might also be corrugated, it being only necessary that there be a small smooth portion at the bottom of the tube to lead off the water of condensation. For convey-ing the water of condensation from the condenser-head, down-pipes d are provided, as in my former application, which extend within the car-body at the corners, and by horizontal portions 16 under the seat they connect with the lower tank L, arranged under the boiler and supported on the car-truck. From this tank the water is passed to the boiler through the pipe 0. In order to provide a relief for the air from the water-tank, a pipe f extends from the top thereof, and this may connect with the fire-box under the grate or lead to any other suitable point. I provide a check-valve 17 in this pipe, closing toward the tank, so that should there be any reduction of pressure in the tank or in the condenser or a partial vacuum the checkvalve will close and prevent air rushing into the tank and thence into the condenser from the furnace or from any other point to which the air-pipe maylead. I may provide also an air-relief pipe leading from the upper parts of the heads H II, one of which is shown at 18 leading to the furnace, and this also may have a check-valve 20, similar to that de-' scribed, adapted to close toward the condenser. The check-valve 17 is preferably of the gravity type shown in Fig. 7, its stein being weighted, as at 20, if desired.

The down-pipe for conveying the conden sation-water to the tank has at one end of the car an extension 21, leading below the grate and controlled by a valve 22, so that by opening this valve the water may be supplied to the ash-pit to cool or moisten the same and prevent burning out of the grate-bars. This pipe is provided with a check-valve 23, closin g toward the condenser to prevent air pass- ..ing to the condenser from the ash-pit.

As before stated, the hot gases of combustion may be utilized for heating the car by passing the smoke-pipe under the seat, as in This provides for one side of the car, and in order to provide for the other side I make a connection by the pipe 24 with the exhaust-pipe leading from the transverse condenser, and this pipe 24 connects with a pipe 25, extending under the remaining seat of the car, a pipe 26, controlled by a valve 26, leading the water of condensation back to the tank L. This exhaust-steam heater is controlled by a valve 27 under the car, and

this heater provides in effect an additional condenser. Should it be desired to introduce live steam at times to thisheater-pipe, I have provided a pipe 28, leading from the dome to the pipe 24 and controlled by a valve 20.

In order that the height of the water in the boiler may be seen by the motorman, I place a water-gage 30 in the cab and connect this with the boiler by a pipe 31, so that should the water rise above the level of this pipe in the boiler the fact can be ascertained by opening the valve 32, for then the steampressure in the boiler will force the water through the pipe up into the gage-glass, there being a partial vacuum, in the gage-glass due to the condensation of the steam therein. An air-cock 33 is provided to relieve the gageglass of air. There may be any number of these pipes connecting the gage-glass with the boiler at different heights.

The throttle-controlling lever is shown at 34, and this maybe detached from its connection at one end of the car and taken to the other end of the car by the motorman when the car is to be driven in the other direction. I provide a reducing-valve Y between the steam dome and the cylinder adapted to close toward the boiler, so that the cylinders may be supplied with any suitable steam-pressure, thus maintaining a reserve pressure in the boiler for use as the car nears the end of its run.

With my motor I supply the boiler with hot water and steam at the maximum pressure from a charging-station, and the fire in the furnace is used only to maintain the steampressure arisingfrom this hot water, and by the use of my reducing-valve I am enabled to charge the boiler with an excess of steampressure which can be utilized near the end of the trip or trips or in case the furnace fails.

V This reducing-valve is set to close toward the boiler, and supposing, for instance, that two hundreds pounds pressure is carried in the boiler while one hundred pounds is needed at the cylinders, so long as the one hundred pounds is on. the cylinder side of the reducingvalve the said valve will remain closed; but when the pressure on the cylinder side falls below this pressure the valve will open and thus keep the pressure always at one hundred at the cylinders.

In Fig. 4, which shows the smoke-pipe and dry steam-pipe arranged centrally of the car with their connections to the boiler, I show a jacket 35 about the smoke-pipe, having suitable outlets 36 for the heat controlled by the valves 37, so that by opening these valves the car may be heated, but upon closing the valves the heat may be prevented from entering the car, the jacket being of non-conducting material. This jacket I have not shown in Fig. 2, but it may be applied in this position, if desired, as also on the exhaust-steam pipe. I

Figs. 5 and 8, in addition to showing many of the details relating to Figs. 1 and 3, show let 38, through which the hot water and steam are introduced from the charging-boiler. The way is controlled by an inlet-valve 39, which may be screwed toward and from its seat, and a check-valve 40,-adapted to close by back pressure from the boiler. These valves are arranged on seats directly adjacent to each other and provide a simplearrangement.

Instead of arranging the condenser-tubes longitudinally of the car-roof they may be arranged transversely thereof, in which case there would be a plurality of groups 41 4.2 43, each group having its heads, and these heads may be coupled together or each may have a drain-pipe leading to a common drain for carrying the water to the tank. Such a jointed arrangement is shown at 4A, bolts 45 holding the heads together.

A frame 45 is provided, inclosing the condenser-tubes, having an air-inlet at one end and an air-outlet at the other end, so that the air will be caused to pass through the several groups, as shown by the arrows. These transverse condenser-tubes are curved and corrugated like those before described.

Instead of using the water-gage glass an ordinary discharge-cock may be employed.

1. In combination in a steam-car, the carframe, a horizontal boiler extending longitudinally thereof and supported thereby, a dry steam-pipe also extending longitudinally of the car over the boiler and connected thereto at a plurality of points, the steam-dome at one end of the dry-pipe, and the steam connections from the steam-dome to the cylinders with driving connections, substantially as described.

2. In combination in a steam-car, the carframe, a horizontal boiler extending longitudinally thereof and having a'furnace at one end, a dry steam-pipe also extending longitudinally of the car over the boiler and connected thereto, a steam-dome at one end of the boiler, the cylinder, the steam-pipe connection leading from the dome to the cylinders, the driving connections, and the smokepipe from the furnace extending horizontally over the boiler and jacketing the longitudinal dry steam-pipe, substantially as described.

3. In combination, in a steam-car, the carframe, the horizontal boiler carried thereby and extending longitudinally thereof, the dry steam-pipe above the boiler extending longitudinally thereof and connected thereto at a plurality of points, the dome at one end of the dry steam-pipe, the cylinders, the smokearch at the end of the boiler through which the dry steam-pipe extends, the smoke-pipe extending from the smoke-arch horizontally over the boiler and inclosing the dry-pipe,

and the connections from the steam-dome to the cylinders extending through the smoke- I arch, substantially as described.

4. In combination, the car, the horizontal boiler and engines arranged below the floor, and the horizontal smoke-pipe exposed above the floor for heating the car, both the boiler and the smoke-pipe extending longitudinally of the car-body substantially as described.

5. In combination with the car and the boiler the engines on the car, a condenser comprising the heads and the inner and outer tube connections, said tubes being curved in I the arc of a circle whereby one tube may be inserted Within the other, substantially asv described.

provided with a check-valve, substantially as described.

8. In combination in a steam-car, the carframe, the engine-cylinders, theboiler under the car-frame having a furnace at one-end, an overhead condenser connected with the. exhaust-ports of the cylinders, a condensa tion-tank L below the car, the pipe connecting the same with the overhead condenser, and the pipe leading from the condensation system to the ash-pit through which the-water may drain by gravity, substantially as de-' scribed.

9. In combination :i-n'a steam-motor car, the j car-framefthe horizontal boiler under the carfloor, the engine-cylinders, the water-gage glass located at a point above the boiler and a pipe extendingdown wardly from said Watergage glass and connecting with the boiler at the point where it is desired to maintain the water-level, said water-gage glass not being connected at its upper end with the boiler,} substantially as described.

10. In combination in a steam-motor-car,the car-frame, the horizontal boiler under the car- I fioor, the engine-cylinders, the water-gage glass located at a point above the car-floor, and boiler,- a valved pipe extending downwardly from the water-gage glass and connecting with the boiler at or near the point it is desired to maintain the Water-level and the air-relief valve at the top of the Water-gage glass, substantially as described.

11. In combination in a steam-car, the car body or frame, the horizontal boiler extending longitudinally under the car-floor, the cylinders below the car with steam connections leading thereto,the overhead condenser, the pipe extending thereto from the cylinderexhaust, the condensation-tank below the car, the drip-pipes connecting the overhead condenser with the said tank, the heater-pipes within the ear, the pipe connection between the same and the exhaust of the cylinders, and the'dri-p-pipe from the heater-pipe to lead the water to the condensation-tank.

12. In combination,the car-frame,the boiler carried thereby, and the filling device by which the boiler may be charged from a charging-station, said device comprising an inlet-valve and a check-valve, the independent casings for said valves one being adapted to be carried on the car-boiler and the other on the charging-boiler, and the coupling-nut for coupling together the two casings, substantially as described.

13. In combination in a steam -motorcar,-the car-frame, the horizontal boiler extending longitudinally under the same, the cylinders under each side of the car, the transverse condenser extending under the car and between the cylinders, the'main exhaust-pipes from the cylinders leadin g into the same, the overhead condenser with pipe connections between the same and the "transverse condenser, the cylinder-cocks and the pipe connections therefrom to the transverse condenser, substantially as described.

14. In combination in a steam-motor car,the boiler, the engine cylinders, the exhaustpipes leading therefrom, and the condenser connected therewith and comprising the headboxes, the inner and outer tubes connecting therewith and extending laterally of the car, and the shields at the sides of the condenser for deflecting the air into the same, substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

ARTHUR PILLSBURY DODGE.

\Vi'tnesses HENRY E. COOPER, WALTER DONALDSON. 

